3.2 Station Access and Parking

3.2 Station Access and Parking

A. INTRODUCTION

NEW JERSEY Potential Build and No Build Alternative additions to certain parking facilities at NJ TRANSIT stations are considered in this section. Parking at stations is provided by NJ TRANSIT, municipalities, and/or private operators throughout . In Orange and Rockland Counties in , station parking is provided in coordination with Metro-North Railroad. Orange and Rockland Counties are assessed in this section because the parking analysis is based on NJ TRANSIT line segment, i.e., those groupings of stations that share similar service patterns and are close to one another (Figure 3.2-1).

The analysis was completed at the segment level rather than at the station level, given the close station spacing (e.g., many stations are within 1 to 2 miles of each other), population densities in northern and central New Jersey and the connectivity of the local and regional roadway network throughout New Jersey. Because some NJ TRANSIT rail lines are located close to each other, passengers can choose between two rail lines depending on the availability of parking. This situation occurs with the individual Main and segments, and also applies to other locations, such as stations along the and the . As a result, shortfalls in parking demand can realistically be addressed at any station within a given segment, using a range of options from new construction of spaces to increased transit access, such as expansion of bus lines or implementation of community shuttle services.

Estimates for future No Build and Build Alternatives have been updated for the 2030 analysis year. The change to 2030 results in changed demand for parking facilities based upon revised growth assumptions adopted by the Transportation Planning Authority, as well as modifications in the Build Alternative service plan. The service plan is presented in greater detail in Section 3.1.

NEW YORK The Build Alternative would not result in increased demand for parking in . The project could, by attracting current auto commuters to the rail transit mode, result in a lowering of parking demand throughout midtown . For the purposes of this analysis, it was assumed that the project’s effect on the demand for parking in the New York portion of the project area would be neutral, i.e., no increase and no decrease. The Build Alternative could, however, affect the supply of off-street parking spaces in the vicinity of PSNY. This condition could occur because the ADA Access/Emergency Personnel Access elevator entrance (employee use only) site, located on the block bounded by Eighth and Ninth Avenues and West 34th and West 35th Streets, is currently occupied by a 500-space parking garage, including a rental car facility. The relationship between off-street parking supply and demand in the project area under Existing Conditions, and the 2030 No Build and Build Alternatives, during the midday, evening and overnight periods is considered in this section.

3.2-1 To Port Jervis (Orange County) - See Inset Rockland

Sussex New York

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A D

Inset Bergen Passaic G

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C E I

Warren Morris

H n a t t a h n a Frank R. M Lautenberg Station

New Jersey K J Union R

O S New York T Hunterdon

L Somerset P

Middlesex M Princeton Branch

Mercer

Q

Monmouth N Legend

A - Outer Main/Bergen (Suffern to Glen Rock) K - Gladstone Branch B - Bergen County Line (Radburn and East) L - Inner NJCL Ocean C - Main Line (Hawthorne and East) M - Middle NJCL D - Outer PVL (River Edge and West) N - Outer NJCL E - Inner PVL (North Hackensack and East) O - Inner NEC F - Port Jervis P - Middle NEC Access to the Region’s Core G - Outer Montclair-Boonton Q - Outer NEC Final Environmental Impact Statement H - Inner Montclair-Boonton R - Inner RVL I - Outer Morristown S - Middle RVL J - Inner Morristown T - Outer RVL Figure 3.2-1 NJ TRANSIT Rail Line Segments and Station Groupings

Source: Transit Link Consultants, 2008 Not to Scale 3.2: Station Access and Parking

B. EXISTING CONDITIONS

NEW JERSEY Each of NJ TRANSIT’s commuter rail lines has been divided into either two or three line segments with similar characteristics. Branch lines, such as the Gladstone and Port Jervis lines, were considered as a single segment, and are listed separately (Figure 3.2-1). Table 3.2-1 summarizes by line segment the total available off-street parking spaces and utilization levels based on 2004 data. Utilization of parking varies widely throughout the rail network based on a number of factors, such as the level of rail service, development patterns around stations, and availability of local feeder transit. Based on current capacity and utilization, the various line segments and branches show a range of utilization from 97 percent on the Inner Morristown segment to 31 percent on the Inner Montclair-Boonton Line. In the case of the Inner Montclair-Boonton Line, the availability of parking reflects the recent addition of 1,500 parking spaces at Montclair State University in Little Falls.

TABLE 3.2-1: EXISTING PARKING CAPACITY AND UTILIZATION ON NJ TRANSIT LINE SEGMENTS (2004)

Rail Line/Line Segment Parking Capacity Parking Usage Utilization Main/Bergen Outer Main/Bergen (Suffern to Glen Rock) 3,785 2,240 59% Bergen County (Radburn and East) 780 490 63% Main (Hawthorne and East) 1,525 750 49% Outer Pascack Valley (River Edge and West) 2,580 1,650 64% Inner Pascack Valley (No. Hackensack and East) 590 480 81% Port Jervis 2,890 1,450 50% Montclair-Boonton Outer Montclair-Boonton 1,240 720 58% Inner Montclair-Boonton 2,570 790 31% Morristown Outer Morristown 3,770 2,860 76% Inner Morristown 3,310 3,220 97% Gladstone Branch 1,730 1,400 81% North Jersey Coast Inner North Jersey Coast 790 700 89% Middle North Jersey Coast 6,320 5,340 84% Outer North Jersey Coast 1,270 800 63% Inner Northeast Corridor 2,030 1,580 78% Middle Northeast Corridor 7,850 7,030 90% Outer Northeast Corridor 9,300 8,420 91% Raritan Valley Inner Raritan Valley 1,110 760 68% Middle Raritan Valley 1,520 1,350 89% Outer Raritan Valley 2,060 1,490 72% Source: 2004 NJ TRANSIT Parking Guide, Metro-North, and NJ TRANSIT Project Planning data

3.2-3 Access to the Region’s Core FEIS

In support of the growth in commuter rail demand, NJ TRANSIT evaluates and plans for increased station access through its Station Access Program (SAP). The SAP includes the following strategies: • Expanding existing parking facilities • Developing new parking facilities • Providing bus and community shuttle access • Improving bus/rail coordination • Enhancing pedestrian and bicycle pathways.

The NJ TRANSIT Community Bus Shuttle program works with local municipalities and counties to provide local feeder bus services to commuter rail and light rail stations. NJ TRANSIT criteria for evaluating proposed Community Bus Shuttle proposals include the transit access options or problems that the service would help solve, a community’s demonstrated administrative ability to market and carry out the project, financial commitment, and operational capability.

NJ TRANSIT has a well-established process for selecting parking sites or expanding existing parking or adding feeder bus services, and for conducting the appropriate environmental reviews in cooperation with local communities. This process would be followed to identify station-specific locations for parking along each of its rail lines, and to evaluate potential impacts of that additional parking beyond the project area.

Projects would be developed in cooperation with local officials and advanced through the full relevant environmental review process. The review would include appropriate analyses of traffic, land use, and air quality.

Details of the SAP are available upon request from NJ TRANSIT.

NEW YORK In New York, the off-street parking study area extends from Tenth Avenue to the west, Sixth Avenue/Broadway to the east, West 39th Street to the north and West 28th Street to the south, as shown on Figure 3.3-A in Appendix 3.3. There are 74 off-street parking garages/lots in the off-street parking study area, which coincides with the traffic study area, containing approximately 9,622 parking spaces. These facilities serve commercial and retail establishments and attractions such as Madison Square Garden. As shown in Table 3-2.2 utilization of these spaces varies by time of day and day of week. On weekdays, the midday utilization rate is approximately 82 percent, leaving a surplus capacity of 1,690 spaces. Several of these facilities close by evening, and many are closed to overnight users. Accordingly, the supply during these periods is less than the 9,622 spaces available during the business day. On weekday evenings and overnight, the utilization rates are 42 percent and 28 percent, respectively, with corresponding surplus (or available) capacity of 5,046 spaces in the evening and 3,459 spaces overnight.

TABLE 3.2-2: EXISTING PARKING CAPACITY AND UTILIZATION – NEW YORK PROJECT AREA

Utilization 2004 Available Capacity Rate Demand Capacity Weekday Midday (12:00 PM – 2:00 PM) Existing Parking Facilities 9,622 82% 7,932 1,690 Weekday Overnight (12:00 AM – 5:00 AM) Existing Parking Facilities 4,819 28% 1,360 3,459 Weekday Evening (6:00 PM – 9:00 PM) Existing Parking Facilities 8,654 42% 3608 5,046 Source: Transit Link Consultants, 2008; No. 7 Line – Hudson Yards Rezoning FGEIS, 2004

3.2-4 3.2: Station Access and Parking

C. FUTURE NO BUILD CONDITIONS

NEW JERSEY For evaluation of station parking conditions under the No Build Alternative, NJ TRANSIT ridership growth projections were compared with parking supply increases anticipated by NJ TRANSIT without the Build Alternative. The No Build parking demand in 2030 was determined using ridership growth projections (see Section 3.1) that are based on the volume of new riders generated by line segment, assuming modal splits and average vehicle occupancy rates similar to existing conditions. The forecasted growth of ridership by line is shown below in Table 3.2-3.

TABLE 3.2-3: RIDERSHIP GROWTH – BASE YEAR TO NO BUILD

2004 2030 No Build Line Daily Boarding Riders Daily Boarding Riders % Change Main/Bergen 9,600 17,650 84% Pascack Valley 3,300 8,100 145% Montclair-Boonton 6,000 8,400 40% Morristown 19,800 21,150 7% Gladstone Branch 3,000 3,950 32% North Jersey Coast 14,600 21,400 47% Northeast Corridor (Rahway-North Elizabeth) 9,000 8,900 -1% Northeast Corridor (Trenton-Metropark) 33,600 41,550 24% Raritan Valley 9,300 13,400 44% Port Jervis 1,900 4,050 113% SYSTEM TOTAL 110,100 148,550 35% Source: NJ TRANSIT ridership data for FY 2004 from Trends & Forecasts, and forecasts from NJTDFM at outlying stations converted to daily boarding riders.

NJ TRANSIT’s No Build parking expansion program is shown in Table 3.2-4. With the addition of over 14,800 additional parking spaces throughout the rail network by 2030, parking demand in the No Build would be met on each line segment with the exception of the Outer (PVL), and the Middle Raritan Valley Line (RVL). This increase in station parking reflects slower growth than experienced in recent years (e.g., NJ TRANSIT added 4,000 commuter spaces between 2002 and 2005. As shown in Table 3.2-7, utilization on the Outer PVL would be at 111 percent of capacity in the 2030 No Build. This shortfall of approximately 310 spaces would be addressed by NJ TRANSIT as part of its on-going Station Access Program, as described above, and in consultation with Metro-North. For the Middle Raritan Valley Line, where utilization would be at 104 percent of 2030 No Build, the shortfall would be 80 parking spaces. This parking shortfall would be addressed by a variety of techniques, including parking management, a new shuttle feeder bus, and shifting of some riders to the Outer RVL where there is sufficient capacity in the 2030 No Build.

NEW YORK The zoning changes addressed by the No. 7 Subway Extension – Hudson Yards Rezoning and Development Program FGEIS, and the associated Hudson Yards development, would cause changes in the supply and utilization of off-street parking in the ARC project area.

3.2-5 Access to the Region’s Core FEIS

TABLE 3.2-4: TOTAL NO BUILD PARKING CAPACITY – NEW JERSEY Existing Parking Total No Build Rail Line/Line Segment Capacity Planned Additional Parking Capacity Parking Capacity Main/Bergen Outer Main/Bergen 300 – Waldwick, (Suffern to Glen Rock) 3,785 100 –Ridgewood 4,585 400 – Rt. 17 Bergen County 100 – Rutherford 780 1,130 (Radburn and East) 250 – Wesmont Main (Hawthorne and East) 1,525 110 – Hawthorne 1,635 Pascack Valley Outer Pascack Valley 2,580 350 – MNR 2,930 (River Edge and West) Inner Pascack Valley 590 500 – No. Hackensack 1,590 (No. Hackensack and East) 500 – Essex Street Port Jervis 2,890 345 – MNR 3,235 Montclair-Boonton Outer Montclair-Boonton 1,240 1,000 – Wayne/Route 23 2,240 Inner Montclair-Boonton 2,570 2,570 Morristown Outer Morristown 1,200 – Mt. Arlington 3,770 5,070 100 – Morristown Inner Morristown 3,310 400 – Brick Church 4,060 350 – South Orange Gladstone Branch 1,730 100-Berkley Heights 1,830 North Jersey Coast Inner North Jersey Coast 790 100 – Perth Amboy 890 Middle North Jersey Coast 6,320 2,600 – South Amboy/Old Bridge/Matawan 8,920 Outer North Jersey Coast 1,270 1,270 Northeast Corridor Inner Northeast Corridor 2,030 2,030 Middle Northeast Corridor 7,850 1,500 – South Middlesex* 800 – Edison 10,650 500 – Metropark Outer Northeast Corridor 9,300 1,500 – South Middlesex* 12,200 1,400 – Hamilton Raritan Valley Inner Raritan Valley 1,110 360 – Garwood-Union 1,470 Middle Raritan Valley 1,520 400 – Plainfield-Westfield 1,920 Outer Raritan Valley 2,060 1,400 – Somerville-Bridgewater/Bound Brook 3,460 Source: NJ TRANSIT, 2007 * Total South Middlesex project: 3,000 spaces ** Totals do not include a temporary 1,100 space parking lot on the Allied Junction property, a proposal for which was filed by Edison Properties with NJMC in November 2007.

3.2-6 3.2: Station Access and Parking

By 2030, it is estimated that the total number of off-street parking spaces in the ARC project area would be 13,305, housed in 93 lots and garages. This estimate reflects the development of 27 Hudson Yards sites, and construction of a 951-space off-street parking facility beneath the future boulevard between Tenth and Eleventh Avenues. With the rezoning of the Hudson Yards area, this development, and its associated off-street parking, would be developed as-of-right between now and 2030. The timing of this private development would be responsive to market conditions. Background growth in parking demand was assumed to be 0.5 percent annually consistent with recent experience. Hudson Yards demand for off- street parking was extracted from the Hudson Yards FGEIS.

Given these factors, the resultant supply, utilization and surplus parking capacity during a typical weekday would be as shown in Table 3.2-5. Highlights include a capacity shortfall of approximately 390 spaces at midday, with surplus capacity of 4,100 and 5,515 spaces in the evening and overnight periods, respectively.

TABLE 3.2-5: NO BUILD PARKING SUPPLY AND UTILIZATION – NEW YORK PROJECT AREA

2030 Occupancy Available Demand Rate Capacity Weekday Midday (12:00 PM–2:00 PM) Existing Parking Facilities Totals 9,622 Displacement from other projects (not HY) -720 Displacement from HY projects -1,868 New parking from HY projects 6,271 ARC No Build Totals 13,305 13,694 102.9% -389 Weekday Overnight (12:00 AM–5:00 AM) Existing Parking Facilities Totals 5,354 Displacement from other projects (not HY) -504 Displacement from HY projects -147 New parking from HY projects 3,791 ARC No Build Totals 8,494 2,979 35.1% 5,515 Weekday Evening (6:00 PM–9:00 PM) Existing Parking Facilities Totals 8,654 Displacement from other projects (not HY) -690 Displacement from HY projects -1,342 New parking from HY projects 3,791 ARC No Build Totals 10,413 6,313 60.6% 4,100 Source: Transit Link Consultants, 2008; No. 7 Subway Line Extension – Hudson Yards Rezoning and Development Program FGEIS, 2004

D. LONG-TERM IMPACTS OF THE BUILD ALTERNATIVE

NEW JERSEY Parking demand along each commuter rail line is anticipated to grow with the increased ridership demand forecast for the Build Alternative. The ridership growth by line for the Build Alternative is shown in Table 3.2-6.

3.2-7 Access to the Region’s Core FEIS

TABLE 3.2-6: RIDERSHIP GROWTH – NO BUILD TO BUILD

2030 2030 Change Percent Change No Build Daily Build Daily (No Build vs. (No Build vs. Rail Line Boarding Riders Boarding Riders Build) Build) Main/Bergen 17,650 23,300 5,650 32.0% Pascack Valley 8,100 9,800 1,700 21.0% Montclair-Boonton 8,400 13,000 4,600 54.8% Morristown 22,650 28,850 6,200 27.4% Gladstone Branch 3,950 4,300 350 8.8% North Jersey Coast 21,400 23,000 1,600 7.5% Northeast Corridor 8,900 8,400 -500 -5.6% (Rahway-North Elizabeth) Northeast Corridor 41,550 46,350 4,800 11.6% (Trenton-Metropark) Raritan Valley 13,400 17,650 4,250 31.7% Port Jervis 4,050 4,500 450 11.1% SYSTEM TOTAL 148,550 179,150 30,600 20.6% Source: NJ TRANSIT, 2007

Table 3.2-7 illustrates projected Build Alternative segment-by-segment station parking capacity and demand associated with the above forecast growth by line.

The analysis of these line segments shows that eight of the 20 rail segments would experience parking shortfalls (Port Jervis is just under 100 percent) (see Table 3.2-8). Parking shortfalls are forecast to range from 510 spaces on the Inner Pascack Valley Line (PVL) to 40 spaces on the Gladstone Branch.

For the purposes of this FEIS, potential locations for parking expansion within these segments have been identified.

Table 3.2-8 presents the projected parking shortfall with the Build Alternative by rail line/line segment. The strategies for addressing the shortfalls in each of the segments are described below.

OUTER MAIN/BERGEN (SUFFERN TO GLEN ROCK) The parking shortfall on this segment is expected to be 235 spaces by 2030. The following strategies would be used to address this shortfall: work with local communities to initiate commuter shuttle services in Suffern, New York and Ridgewood, New Jersey and expand commuter shuttle services in Glen Rock, New Jersey. Shift some riders to Inner Bergen County Line, which would have a surplus of 100 spaces, plus an additional 120 spaces at Wesmont, New Jersey (see below), for a total surplus of 220 parking spaces.

MAIN (HAWTHORNE AND EAST) The parking shortfall on this segment is expected to be 285 spaces. Some commuters are expected to shift to nearby stations on the Bergen County Line that would have excess parking. The following strategies would be used to address the remaining shortfall: • Add 150 spaces at the new in Clifton, New Jersey. • Add 120 spaces at the Wesmont Station on the border of Wallington and Lyndhurst, New Jersey.

3.2-8 3.2: Station Access and Parking

TABLE 3.2-7: PARKING CAPACITY AND USAGE BY LINE SEGMENT: NO BUILD AND BUILD ALTERNATIVES

No Build Alternative Build Alternative Parking Parking Parking Rail Line/Line Segment Capacity Usage Utilization Usage Utilization Outer Main/Bergen 4,585 3,930 86% 4,820 105% (Suffern to Glen Rock) Bergen County 1,130 940 83% 1,030 91% (Radburn and East) Main 1,635 1,470 90% 1,920 117% (Hawthorne and East) Outer Pascack Valley 2,930 3,240 111% 3,280 112% (River Edge and West) Inner Pascack Valley 1,590 1,510 95% 2,100 132% (No. Hackensack and East) Port Jervis 3,235 3,090 96% 3,230 99% Outer Montclair-Boonton 2,240 630 28% 1,410 63% Inner Montclair-Boonton 2,570 1,300 51% 1,680 65% Outer Morristown 5,070 2,950 58% 3,680 73% Inner Morristown 4,060 3,450 85% 3,860 95% Gladstone Branch 1,830 1,830 100% 1,870 102% Inner North Jersey Coast 890 770 87% 800 90% Middle North Jersey Coast 8,920 8,750 98% 9,180 103% Outer North Jersey Coast 1,270 900 71% 1,050 83% Inner Northeast Corridor 2,030 1,550 76% 1,460 72% Middle Northeast Corridor 10,650 9,600 90% 10,300 97% Outer Northeast Corridor 12,200 9,100 75% 10,050 82% Inner RVL 1,470 1,400 95 1,950 132 Middle RVL 1,920 2,000 104 2,070 108 Outer RVL 3,460 1,650 48 2,000 58 Source: NJ TRANSIT, 2007

TABLE 3.2-8: BUILD ALTERNATIVE PARKING SHORTFALL BY RAIL LINE/LINE SEGMENT

Rail Line/Line Segment Parking Shortfall (Spaces) Outer Main/Bergen (Suffern to Glen Rock) 235 Main (Hawthorne and East) 285 Outer Pascack Valley (River Edge and West) 350 Inner Pascack Valley (No. Hackensack and East) 510 Gladstone Branch 40 Middle North Jersey Coast 260 Inner Raritan Valley 480 Middle Raritan Valley 150 Source: NJ TRANSIT, 2007

3.2-9 Access to the Region’s Core FEIS

Impacts at the Delawanna Station – The area surrounding the station is industrial, mixed with some residential. The types of impacts that would be expected from the additional parking include additional traffic, land acquisition, loss of tax ratables, potential decrease in municipal property taxes and jobs, potential relocation, and possible disturbance of contaminated materials. No known historic or wetlands impacts would be expected.

Impacts at the Wesmont Station – The Wesmont Station is located in an area characterized as mostly industrial. Approximately 120 spaces would be added in this location. The types of impacts that would be expected from the additional parking include traffic, land acquisition, loss of tax ratables, potential decrease in municipal property tax and jobs, potential relocation, and possible disturbance of contaminated materials. No known historic or wetlands impacts would be expected.

OUTER PASCACK VALLEY The parking shortfall on this segment is expected to be 350 spaces. NJ TRANSIT would work with the local community to implement a commuter shuttle service at the Westwood Station to address a portion of the parking shortfall. The following strategy would be used to address the remaining shortfall. • Add 250 spaces to the planned 500-space parking garage at the North Hackensack Station in River Edge, New Jersey.

Impacts at the North Hackensack Station – The area surrounding the station is characterized by commercial activities with some residential uses within ¼ mile. An environmental assessment has already been approved for the initial phase of this parking structure. The proposed expansion would require an amendment to this previous environmental work as well as coordination with the affected community. Traffic and visual impacts would be expected.

INNER PASCACK VALLEY The parking shortfall in this segment is expected to be 510 spaces. Some commuters are expected to shift to excess parking on the inner Bergen County lines, which is the segment directly to the south. Shuttle buses at Essex Street and Anderson Street stations in Hackensack, would be used to partially address this shortfall.

The following strategy would be used to address the remaining shortfall: • Add 400 parking spaces at a new intermodal park-ride adjacent to Teterboro, New Jersey

Impacts at Teterboro – The area surrounding the proposed Teterboro park-ride is bordered by , roadways, the Pascack Valley Line, and industrial uses. The site is well-connected to the regional roadway network including I-80 and Route 46. Impacts to the immediate vicinity related to the Build Alternative would be addressed by the appropriate environmental review.

GLADSTONE BRANCH The parking shortfall in this segment is expected to be 40 spaces. The shortfall would be met by the presumed shift of commuters to excess parking along the and the Raritan Valley Line, which would have surplus parking.

MIDDLE NORTH JERSEY COAST This segment would have a parking shortfall of 260 spaces. NJ TRANSIT would work with the local community to implement a commuter shuttle service in Middletown and Hazlet to address a portion of the parking shortfall. The following strategy would be used to address the remaining shortfall: • Add 200 spaces to the 1,500-space parking garage being planned for the , New Jersey.

3.2-10 3.2: Station Access and Parking

Impacts at the South Amboy Station – The South Amboy Station is located in a downtown commercial center surrounded by residences. Traffic impacts would be expected with the additional parking. No known historic or wetlands impacts would be expected. INNER RARITAN VALLEY This segment would have a parking shortfall of 480 spaces. Some commuters would be expected to shift to stations along the Inner NEC, which would have a surplus of 570 parking spaces. Up to 50 percent of these vacant spaces, or 280 spaces, would be utilized to shift parking demand from this section of the RVL, since the stations are near each other. The balance of the shortfall of 200 spaces would be met by working with the local communities to expand feeder buses as well as community design changes, which would encourage alternative modes such as walking/biking at the Union through Cranford Stations, New Jersey. MIDDLE RARITAN VALLEY This segment would have a parking shortfall of 150 spaces. NJ TRANSIT would work with the local communities to initiate commuter shuttle services at Westfield, Fanwood, and Plainfield.

NEW YORK The Build Alternative includes construction of an ADA Access/Emergency Personnel Access elevator entrance for employee use only on a site between Eighth and Ninth Avenues and West 34th and West 35th Streets, currently occupied by a 500-space parking garage, including a rental car facility. Construction of this entrance would displace approximately 24 parking spaces out of more than 13,300 parking spaces, housed in 93 lots and garages in the study area. (The off-street parking study area extends from Tenth Avenue to the west, Sixth Avenue/Broadway to the east, West 39th Street to the north and West 28th Street to the south.) Since the Build Alternative would not cause an increase in parking demand, the impact to off-street parking would be limited to the loss of 24 parking spaces in the garage. Thus no parking impact is projected.

E. MITIGATION

• In New Jersey, the ARC project requires 2,300 additional parking spaces to be added to its stations by 2030. The ARC FEIS projects parking needs for station segments; however, planning for additional parking related to the ARC project is still in a very early stage. When the ARC project advances and the parking needs at individual stations can be better estimated, the planning necessary for site selection, traffic impact analysis, and analysis for compatibility with surrounding land uses will occur. As the planning for these additional parking needs advances, each potential site will be subject to an environmental review under NEPA (if federally funded), tiering from the ARC FEIS. If state or locally funded these sites would be subject to state and/or local environmental review requirements. Public outreach and any meetings with governmental officials regarding any parking site development and decision-making processes will be planned. • Other mitigation measures that will be considered in the planning for parking sites in New Jersey will include: − Using the NJ TRANSIT’s Station Access program to evaluate and plan for parking needs such as: ¾ Expanding existing parking facilities ¾ Developing new parking facilities ¾ Providing bus and commuter shuttle access ¾ Improving bus/rail coordination ¾ Enhancing pedestrian and bicycle pathways

3.2-11 Access to the Region’s Core FEIS

− Improving transit access to stations through feeder or alternate bus service under NJ TRANSIT’s Community Shuttle Bus Service program. − Working with communities to design in a manner that encourages alternate transportation opportunities to access stations. • No mitigation is required in New York.

3.2-12